Fuel-supply apparatus



E. DICKEY FUEL SUPPLY APPARATUS July2,1929.

Filed Nov. 30; 1926 Patented July 2, 1929.

UNITED STATES PATENT OFFICE.

ERNEST DICKEY, OF DAYTON, OHIO, ASSIGNOR TO DELCO-LIGH'I COMPANY, 01?DAY- 1 TON, OHIO, A CORPORATIOLTOF DELAWARE.

FUEL-SUPPLY APPARATUS.

Application filed November 30, 1926. Serial No. 151,814.

The present invention relates to apparatus for supplying fuel to aninternal-combustion engine, and particularly to apparatus forcontrolling the proportions offuel and air 5 to secure easy starting ofthe engine and efficient engine operation.

The present invention is particularly adapted for a power plantincluding an internal-combustion engine and a generator driven thereby,and it is one of the objects of the present invention to vary thepropor. tions of fuel and air delivered to the engine in accordance withthe load on the generator, and also in response to the operation of theengine starting apparatus.

One manner'of controlling fuel mixture proportions in accordance withthe load of the generator is by means-of a. thermostat which is heatedby a coil in circuit with the generator. When the generator load isrelatively great, the voltage impressed upon the heating coil will beless than when the generator load is light. The thermostat 1s associatedwith the engine carburetor so as to cause the fuel mixture to be richerwhen the generator load is heavy than when light. This feature of theinvention is particularly advantageous when the engine is started underconditions of heavy current demand upon the generator.

Further objects and advantages of the presentimrntion will be apparentfrom the following description, reference being had to the accompanyingdrawings, wherein a preferred form of the present invention 18 clearlyshown.

In the drawings:

Fig. l is a front View of an internal-combustion engine showing theimprovement connected therewith.

Fig. 2 is a side View looking in the direction of arrow 2 in Fig. 1, and

Fig. 3 is a view showing a detail in larger scale.

Referring to the drawings, there is shown an internal-combustion engine20 carried on a base 21 and provided with a flywheel 22. The flywheel 22is provided with a peripheral groove 23 which is. adapted to receive adisc 24. A starting motor 26 is pivotally carried by pins 27 on brackets28 which brackets are suitably secured to the base 21. Current to themotor 26 is supplied by 'wires 30 and 31, and the motor drives the disc24. \Vhen the engine is idle, or when the engine is selfoperative, themotor 26 is in the position shown in Fig. 1, in which position the discis not in engagement with the flywheel. 'However, when the motor isenergized for cranking purposes, the armature and disc tend to move in aclockwise direction and the motor-frame will move about pin 27 in acountercloclnvise direction due to torque reaction. The movement of themotor frame will cause the disc 24 to engage the side walls of groove 23to drive the flywheel. When the engine 20 becomes self-operative, theflywheel will tend to drive the disc and in so doing will throw themotor 26 to the position shown in Fig. 1.

A carburetor 33 of the conventional type and having a fuel mixingchamber is provided. A plate 34, provided with an 'air passage 35 whichcommunicates with the air inlet to the mixing chamber, is secured to thecarburetor. Fuel is delivered to the carburetor by a pipe 36. A valve 37is pivotally carried by the carburetor by a screw 38. Valve 37 isconnected by a rod 39 with the rocking motor 26 and is arranged tocontrol the flow of air through the air inlet 35. When the startingmotorvis rocked to the enginecranking position, valve 37 will move tothe dot-and-dash line position shown in Fig. 3, and when the engine isself-operative'and the motor has returned to its non-cranking position,the valve will assume the position shown by the full lines in thedrawings. Thus, during the cranking operation, the valve 37 will impedethe flow of air to the carburetor whereby a relatively large quantity offuel will be drawn into the mixing chamber, whereby a rich mixture offuel is obtained for starting purposes.

The engine 20 drives a generator 40, preferably of the shunt-wound type.The details of the power plant are not s own herein, but may be similarto the power plant shown in Patent No. 1,526,988 to Lester S. Keilholtzand Ernest Dickey, patented February 17, 1925. A thermostat, hereinshown as a bimetallic blade 41, is connected at one end thereof to thefield frame 42 and at the other end is connected by a rod 43 with avalve 44.

This valve 44 is pivoted by screw 45 to plate 34, and is' arranged tocontrol air inlet 35., A heating coil 46 is Wound around blade 41 and isconnected across the terminals of generator 40. When the engine andgenerator are inoperative, the valve 44 is in the position shown in thedrawing, in which position the flow of air through inlet 35 isrestricted. However, when the generator is operative, the blade 41 willbe heated by the coil 46 and the blade 41 will bend downwardly, slowlyto increase the air inlet. The construction of the blade 41 and coil 46is computed relative to the engine and generator so that the properproportions of fuel mixture will be delivered to the engine.

The fuel mixture proportions are also varied in accordance with the loadimposed on the generator, whereby a relatively richer mixture isdelivered to the engine when there is a heavy demand for current fromthe generator than when there is a small demand. When the demand forcurrent is small, the Voltage of the generator is relatively high andthe coil 46 will be heated quickly. However, when there is a largedemand, the voltage of the generator is relatively low and the bladewill not be heated as quickly. Thus the proportion of the fuel mixturewill be varied in accordance with the demand for current and in thismanner the engine will operate etiiciently under all load conditions,This construction is particularly advantageous when the engine is coldsince, under that condition, a relatively richer mixture is desirablewhen there is a large load on the engine than when there is a smallerload,

While the form of embodiment of the invention as herein disclosed,constitutes a preferred form, it is to be understood that other liveredto the mixing chamber, and a heating element for the means energized bythe generator. i

2. In combination, an inter-nal-combustion engine having a mixingchamber, said chamber having an air inlet and a fuel inlet, a

generator driven by said engine, and means rendered operable after theengine is selfoperative for gradually leaning the fuel mixture deliveredto the engine, said means including a thermostat heated by current ofthe generator for varying the proportion of fuel and air delivered tothe mixing chamber.

3. In combination, an internal-combustion engine having a mixingchamber, a generator driven by the engine, and means rendered operableafter the engine is self-operative for gradually leaning the fuelmixture delivered to the engine and for controlling the fuel mixture inaccordance with the output of the generator, said means includingtemperatureresponsive means for varying the fuel mixture proportions,and a heating element energized by the generator.

In testimony, whereof 1 hereto affix my signature.

ERNEST DICKEY.

